Groß-Lichterfelde tram

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First electric tram from Siemens & Halske , 1881

The Groß-Lichterfelde tram was the meter-gauge tram in today's Berlin districts and locations of Lichterfelde , Lankwitz , Steglitz , Südende and Mariendorf . It emerged from the Electric Railway in Lichterfelde , which opened in 1881 and is considered the world's first permanently electrically operated tram (although this is also claimed by the Mödling – Hinterbrühl local railway , but in a narrower sense). It was made by Siemens & Halskebuilt and operated from May 16, 1881. Between 1890 and 1895, the line was expanded to include additional routes and henceforth operated as the Groß-Lichterfelde - Lankwitz - Steglitz - Südende electric tram . Siemens remained the owner of the railway until 1906, which was then sold to the Teltow district . About the Teltower orbits the railway was ultimately the tram network of Greater Berlin on. On February 14, 1930, the last trains ran on the meter-gauge network.

history

prehistory

After Siemens presented the world's first usable electric locomotive at the Berlin trade fair in 1879 , in 1880 he tried to obtain the concession for an electric elevated railway in Friedrichstrasse . However, the residents feared their houses would be devalued and drew attention to the disadvantages of the railway due to dripping lubricating oil , the darkening of the street and the danger of a car falling from the viaduct . A submission of the residents to the Berlin police chief had the desired success and led to the rejection of the project. A later project for Leipziger Strasse also failed.

The Prussian authorities made Siemens aware of a disused material transport line in Lichterfelde, southeast of the capital. The 2.4 kilometer long standard gauge railway was laid out for the construction work on the Prussian main cadet institute . The owner of the Lichterfelde manor, Johann Anton Wilhelm Carstenn , had suggested building the new cadet school in Lichterfelde, but had to make numerous concessions to the military treasury. These also included a convenient transport connection between the institution and the Anhalter Bahn. Carstenn had to finance free trips for the teaching staff, and cadets were supposed to pay a reduced fare in order to be able to participate in Berlin's cultural life. After the school opened in 1878, Carstenn set up a horse-drawn tram on the tracks of the material railway . Since this was primarily used by cadet students, the income was very low, so that the railway was discontinued in 1879 and lay fallow .

Construction and commissioning

Routing of the railway (1881–1890)

In 1881 Carstenn allowed Siemens & Halske (S&H) to run an electric train on the line. In return, he demanded that the staff of the cadet institute be transported free of charge, with which he would have continued to fulfill his obligations to the tax authorities. The company then submitted detailed plans to the district office of Teltow and applied for the necessary license, which was granted soon afterwards. For operation, the line was converted to a gauge of 1000 millimeters ( meter gauge ) in order to be able to hold the vehicles easily.

The route began at Lichterfelde station west of the Anhalter Bahn . After crossing with Wilhelmstrasse , the line approached the Anhalter Bahn and followed it to the Schillerstrasse crossing . Behind the intersection, the track branched off to the wagon hall. We continued along Bogenstrasse to the intersection with Berliner Strasse , Lankwitzer Strasse and Goethestrasse . By that time undeveloped terrain, the train approached in an S-curve of Bäkeniederung . At the intersection of Giesensdorfer Strasse and Wilhelmstrasse, the route reached the road again. After crossing the Bäke, where the Teltow Canal was later built, the track at the intersection with Drakestrasse , Teltower Strasse , Chausseestrasse and Zehlendorfer Strasse led into the latter to the main entrance of the cadet institute. The track was on its own route either next to the driveways or in open terrain. Entering the track was forbidden by the local police ordinance of April 14, 1881. Over a length of 460 meters, a ten per mille steep slope had to be overcome. The specified maximum speed was 20 km / h. The test drives carried out from May 12, 1881 onwards showed that the railcar was still able to travel at 40 km / h even when it was fully occupied.

The power supply was provided via the two rails , which served as outward and return conductors . The low voltage of 180 volts DC and the route separated from the rest of the traffic largely made this possible. The insulation of the two conductors by the wooden sleepers was considered sufficient. Siemens chose the power supply via the running rails, "because it corresponds most closely to the power supply in electrical elevated railways, although when applied to railways on ground level it results in technical inconveniences [...] So the Lichterfelder Bahn can by no means be used as a model for an electric railroad to be viewed at ground level; Rather, it is to be understood as an elevated railway that has been taken down from its pillars and longitudinal girders and laid on the ground. "

On May 15, 1881, the first trips to the public took place. The rush was still moderate in the morning, but increased in the afternoon, so that the only railcar was fully occupied several times. “Those who stayed behind often took the opportunity to be electrified for free by touching the two rails with wet fingertips. Also a new achievement in the transport method. ”. Scheduled traffic on the electric railway in Lichterfelde , as the railway was called at the time, began the following day. The section from the train station to Wilhelmstrasse was not yet in operation at the time. In the first few days after the opening, there were individual incidents in which horses bridged the lines by stepping on both rail heads at the same time and suffered more or less violent blows. To counteract this, insulated rail sections were installed at the path crossings and the lines were connected to one another underground. The car drove through the crossings with momentum . Contactors were later installed, which were switched on when driving over the crossings, so that the said track sections were briefly live.

Retrofitting and extensions

One of the first two railcars with the early version of a pantograph, around 1890

In 1890, the line through Sternstrasse was extended by 1.4 kilometers to Groß-Lichterfelde BM station on the Berlin-Potsdam-Magdeburg Railway  - hereinafter referred to as Potsdamer Bahnhof . The extension was equipped with a single-pole overhead contact line. As a pantograph one of Siemens employees was Walter Reichel developed Double handle current collector used that can be considered a forerunner of the Lyrabügels. The double bracket was sprung and was supported by a frame attached to the overhead contact line on rubber blocks. At the transition point between the two systems, a lever protruding into the clearance profile was used to switch over automatically. For the overhead line, five millimeters thick steel wire was used , which was stretched at a height of four and a half meters, the masts were at a distance of 40 meters from each other. At the end stops, the contact wire height was raised to five meters so that the pantographs could be folded down to change direction. Siemens later switched to using copper for the contact wire and brass for the contact strips, which kept sparks within limits, for example with hoar frost . The second bracket was later removed as it was found to be unnecessary. After test drives in July 1890, passenger service was started on August 13, 1890.

In 1892 Siemens & Halske negotiated with the community of Groß-Lichterfelde to relocate the eastern section of the route to Wilhelmstrasse in order to be able to connect the town hall and the grammar school. At the same time, an extension of the tram to a ring line was considered . The relocation of the line began on New Year's Day 1893 with the closure of the section between Anhalter Bahnhof and Giesensdorfer Straße. The area between Bogenstraße and Giesensdorfer Straße was built later, the former course can still be seen here based on the property boundaries. On February 20, 1893, the new line through Wilhelmstrasse went into operation. The section through Zehlendorfer Straße was also provided with an overhead line as part of the new building. Presumably in this connection the operating voltage of the railway has been increased from 180 to 500 volts DC.

Railcar 3, around 1895

The indicated expansion plans aroused the interest in a tram connection among the residents of the neighboring towns of Steglitz , Lankwitz and Südende . However, the low profitability of the main line prevented Siemens from taking the expansion into its own hands. The company therefore issued interest-share certificates at 250 marks each, which were issued to the respective subscriber. The company has committed itself to a 15-minute cycle on the routes to be built, a maximum fare of 25 pfennigs and sections of two kilometers at ten pfennigs each, as well as a five percent interest payment if any profits are made. In this way, shares totaling 210,500 marks were subscribed. The shares were later bought back by Siemens and from 1906 by the Teltower Kreisbahnen . There were two routes from Groß-Lichterfelde to Steglitz station . The eastern route led over Jungfernstieg , Boothstrasse , Berliner Strasse and Albrechtstrasse . The western route began at the intersection of Giesensdorfer Straße and Chausseestraße, which was also known as Wiesenbaude, and led over Chausseestraße and Schützenstraße to Albrechtstraße. The final stop was on the other side of the intersection with the Potsdamer and Wannseebahn at Kuhligkshof . Another route threaded through the Albrechtstrasse and led over the Mariendorfer Strasse to the Südende train station . The lines were laid out on a single track, but equipped with swerve so that a 10-15 minute cycle was possible. The police inspection took place on February 28, 1895.

The commissioning of the three lines took place in quick succession. On March 4, 1895, the Anhalter Bahnhof - Berliner Straße - Steglitz station went into operation. Three days later, the line Giesensdorfer Strasse at the corner of Chausseestrasse - Steglitz station followed, and on March 16, 1895, the Steglitz station - Südende station line was added. The lines were marked with different colored signal boards, which were initially subject to various changes. The track length was 13.15 kilometers from day one. In the same month, the railway changed its name to the Groß-Lichterfelde - Lankwitz - Steglitz - Südende (ESGL) electric tram , Siemens remained the owner.

The construction of the Teltow Canal between 1903 and 1906 entailed the construction of several new bridges, which were built along the routes used by the ESGL. The Siemensbrücke along Siemensstrasse was used by trams from October 26, 1903, the Emil-Schulz-Brücke on Giesensdorfer Strasse was used from February 3, 1905. At about the same time, the section between Wiesenbaude and Anhalter Bahnhof was expanded to double tracks.

Railcar 14 meets a trolleybus manufactured for the Italian market, around 1900

With a district council resolution of February 10, 1906, the Teltow district acquired the ESGL on April 1, 1906. The purchase price was 1,450,000 marks. The entire staff entered the service of the district, which founded the Teltower Kreisbahnen for the continued operation of the railway . The meter-gauge railway was managed as the Lichterfelde plant management.

Further development

The route network underwent some changes under the leadership of TKB. On September 30, 1908, a short stretch of road in Mittelstrasse and Berlinickestrasse south of Steglitz station went into operation. A month and a half later, on November 18, 1908, the section to the Potsdamer Bahnhof was relocated to Baseler Strasse and the tracks in Sternstrasse were closed. On April 3, 1913, the line ending at Südende station was extended via Tempelhofer Strasse , Mariendorf station , Ringstrasse and Kaiserstrasse to the corner of Chausseestrasse . Between the Südende and Mariendorf stations there was a three- rail track , the normal-gauge part of which was owned by the southern Berlin suburban railway .

After the formation of Greater Berlin on October 1, 1920, the line lay on Berlin territory and was formally owned by the city. Since the Teltower Kreisbahnen still had their headquarters outside the city in Teltow , legal disputes arose in relation to the railway. On April 16, 1921, the Teltower Kreisbahnen were taken over by the Berlin tram . On November 5, 1921, the lines were given new markings with letters that were based on the route. The LB and LH lines connected the Steglitz and Groß-Lichterfelde Ost stations with each other, depending on the line with a route across Berliner Straße or Hindenburgdamm; the Mariendorfer line was given the letter M and the old line between the stations of Groß-Lichterfelde West and East was given the abbreviation WO.

In the course of the inflation period, there were several changes to the trends. On May 1, 1922, the BSt discontinued lines LB and WO and replaced them with lines 53 (Steglitz station - Berliner Strasse - Lichterfelde, Jungfernstieg) and 153 (Steglitz station - Berliner Strasse - Jungfernstieg - Groß-Lichterfelde West station). Line 53 was closed at the end of the year on December 15, 1922, line 153 remained in place until operations were completely shut down on September 9, 1923. The timetable from September 10, 1923, which was valid after the "tram-free day", only lists the two letter lines LH and M, these were replaced on May 1, 1924 by lines 46 and 97 with the same route. At the same time, the Berliner Straßenbahn-Betriebs-Gesellschaft introduced line 42, which took over the route of the former line 153. From September 15, 1924, line 46 ran from Lichterfelde Ost via Berliner Straße back to Steglitz station, creating an approximately ring-shaped loop line.

In 1925, the conversion of the first narrow-gauge lines to standard gauge began . The project had been postponed due to hyperinflation . As the first stretch, the Hindenburgdamm was re-gauged with ongoing operations. On August 25, 1925, line 56 ( Stettiner Bf  - Steglitz Bf) was extended from Steglitz to the Wiesenbaude. Line 46 was discontinued at the same time and the tracks in Berlinickestrasse , Mittelstrasse and Schützenstrasse east of Birkbuschstrasse were shut down. Next, line 42 was gradually converted. On October 9, 1925, the new line went into operation from the Lichterfelde West station through Curtiusstrasse and Drakestrasse to Wiesenbaude. Line 42 was operationally divided into a narrow-gauge and a standard-gauge branch with a change at the Wiesenbaude. The old line over the Sternstrasse was abandoned because it did not allow a double-track expansion. On October 27, 1925, the section between Wiesenbaude and Lichterfelde Ost train station was initially re-tracked on one track and the transfer point was relocated to the train station; double-track operation began on November 21, 1925. The route to Steglitz was then to be relocated to Gärtnerstrasse . The tracks for this were already in place, but not connected. With the commissioning of standard-gauge tracks in Gélieustraße and Schützenstraße west of Birkbuschstraße on December 14, 1925, line 56 could again be routed via Steglitz station.

By relocating line 42 to Drakestrasse, the former main cadet institute was now cut off from tram traffic. In order to get a connection, a standard-gauge branch line was created from the Wiesenbaude to Zehlendorfer Straße, which was used from July 16, 1928 by line 74 ( Kniprodestraße corner Elbinger Straße  - Lichterfelder, Zehlendorfer Straße corner Sternstraße). In 1929, the newly founded BVG began with the re-gauging of the line to Mariendorf. From June 24, 1929, a shuttle bus served the section from Mariendorf station to Kaiserstraße at the corner of Chausseestraße on line 97. On November 28, 1929, the standard-gauge line went into operation on the section. The global economic crisis that had broken out in the meantime prompted the BVG to only complete the work that had begun in 1929 and to refrain from further re-gauging. On February 15, 1930, the meter-gauge part of line 97 and the entire line 42 - including the new line in Drakestrasse - were discontinued. The standard gauge part of line 97 remained in operation until March 31, 1930. They have been replaced by the A97 and A44 bus routes with the same route.

business

vehicles

Summer sidecar 1, around 1905
Railcar 2, around 1895
Railcar 6 II , around 1905
Railcar 18 at the Falkenried vehicle workshops, presumably. after 1906
Railcar 11 after the conversion to standard gauge railcar 31, around 1915

The information on the vehicles of the Groß-Lichterfeld tram is very poor and partly contradicting each other.

According to Siemens, the company initially built three railcars; more recent sources, on the other hand, only give two railcars. The identical car without number was five meters long and two meters wide and offered twelve seats on longitudinal benches and 8-14 standing places. Each car had only one DC motor under the middle of the vehicle with an output of 5.5 HP, which received its traction current via sliding contacts from the wooden disc wheels fitted with iron wheel rims . A certain leakage current transmission through the wood via the axles and also the direct stray currents between the rails through the floor were accepted. This enabled the cars to reach an average speed of around 15 km / h. The maximum speed permitted in the concession was set at 20 km / h, but the cars could also reach speeds of up to 40 km / h. The second car is said to have been delivered in December 1881. Since the route had no evasion , both cars drove one behind the other . Later, only one car was used on weekdays, while both cars drove together on the weekends. Little is known about the whereabouts of the wagons. They were turned off when the operating voltage was increased to 500 volts direct current. According to reports from 1910, a railcar was burned "a long time ago".

In 1892 three railcars (Tw 1–3) with chain drive are said to have been procured. Outwardly they resembled the first railcars with four side windows and two axles. There were twelve transversely arranged seats. At first they had only one 15 HP engine (11 kW), from 1899 they got a second engine. Probably Tw 2 was converted into a sidecar in 1902 , Tw 1 and 3 are said to have been converted into summer sidecars in 1913 . In 1894/95, the fleet of vehicles is said to have been supplemented by a further eleven railcars (number 11-14), which were similar in structure to the first three cars. They had a BSI underframe and a pivot bearing motor with 20 hp (14.7 kW) and were fitted with a second motor in 1898. In 1900 another two and in 1902 an additional railcar were probably procured. The railcars each had 16 seats in a longitudinal arrangement. Some cars were retired at the beginning of the 20th century. Four railcars (number 5, 11-13) rebuilt the Teltower Kreisbahnen in 1912 for normal-gauge operation to Stahnsdorf . Another railcar (Tw 14 II ) was added in 1906 as a replacement delivery. It had six windows and 18 transversely arranged seats.

According to other sources, railcars 1–16 were procured as a series as early as 1890, and sidecars 1–3 are also mentioned as separate vehicles. Railcar 17 is said to have been delivered in 1898. In 1903 four six-window railcars (Tw 18-21) were added, in 1913 another eight railcars (Tw 22-29). The railcars of the last series were structurally identical. Railcar 14 II , however, is not listed here. It corresponded to its description of the aforementioned railcars. The above-mentioned conversion of four railcars to standard gauge vehicles, however, is confirmed.

With the exception of five vehicles retired before 1921 (Tw 1–4, 6), all vehicles were taken over into the inventory of the Berlin tram . There they were retired until 1930. Some cars had previously been used as sidecars or work cars.

Vehicle overview
Number
(until 1921) 		Number
(from 1921) 		Construction year Manufacturer
(mech.) 		Manufacturer
(el.) 		Seating Standing room Remarks
o. no. - 1881 S&H S&H 12th 14th 2 Tw; Power supply via rail; Retired in 1893
1-3 1765-1767 1892 van der Zypen & Charlier S&H 12th 1906 to TKB Tw 1–3
1913 Tw 1, 3 in TKB Bw 1, 3 ( summer car ); 1921 at BSt Bw 1765, 1767
before 1921 Tw 2 in TKB Bw 2; 1921 to BSt Bw 1766
4-14 4321-4322,
4326-4327,
4344-4347 		1894-1895 van der Zypen & Charlier S&H 16 12th 1906 to TKB 4–14
1912 Tw 5, 11–13 conversion to Tw 30–33 (standard gauge); 1921 to BSt Tw 4344–4347
1921 Tw 7–10 to BSt Tw 4321–4322, 4326–4327
others until 1921 retired
15-16 4329-4330 1899-1900 van der Zypen & Charlier S&H 16 12th 1906 to TKB Tw 15-16; 1921 to BSt Tw 4329-4330
17th 4331 1902 van der Zypen & Charlier S&H 16 12th 1906 to TKB Tw 17; 1921 to BSt Tw 4331
18-21 4332-4335 1903 Falkenried S&H 18th 16 1906 to TKB Tw 18-21; 1921 to BSt Tw 4332-4335
14 II 4328 1906 Falkenried S&H 18th 16 first as Tw 6 II ; 1921 to BSt Tw 4328
22-29 4336-4343 1913 Falkenried S&H 18th 20th 1921 to BSt Tw 4336-4343
- 1578-1583 1913 16-18 two-axle sidecar,
ex Heiligensee Bw 1-6, re-tracked in
1925, retired in 1930

Depots

Railcar 6 in front of the depot on Berliner Straße, around 1895

A small wagon shed was available on the property of the Lichterfelde waterworks for the railway from 1881 . At the same time, the machine house was located on the property . The generator for generating electricity had a nominal output of 12-15 HP and was driven by the operating steam engine of the waterworks. The yard was probably used until the new depot on Berliner Strasse was commissioned.

In the course of the extensive route extensions, a new depot at Berliner Straße 1 went into operation in 1895. A new power plant for power supply and administration were set up on the site at the same time. The car hall offered space for 28 cars. When it was taken over by the Berlin tram, it was initially run as Hof 27a (there was no Hof 27), later as Hof 11a, which identified it as a branch of Hof 11 . With the shutdown of the meter gauge network, the courtyard was closed in 1930 and later given to the Berlin city cleaning service, which continues to use the building.

Timetable and tariffs

With the start of operations on May 16, 1881, there was a timetable that provided for twelve journeys in each direction. The trips were arranged in such a way that there was a connection to the trains to and from Berlin at the Anhalter Bahnhof. The journey time was ten minutes and the fare was 20 pfennigs. With the extension to Potsdamer Bahnhof, traffic increasingly shifted to the new section, as the Potsdamer Bahn and, from 1891, the Wannseebahn were more busy than the Anhalter Bahn. The timetable was therefore designed in such a way that one car covered the entire route with 17 trips and the second car made six daily trips between the Kadettenanstalt and Potsdam train station. The fare for the entire route was raised to 30 pfennigs at the same time, so the fare for the old route remained the same. The section Kadettenanstalt - Potsdamer Bahnhof cost 15 pfennigs due to its shorter length, while shorter sections cost 10 pfennigs each. From October 1, 1890, monthly tickets were issued at eight marks for the entire route and five marks each for partial routes from the main cadet institute to the stations. With the relocation of the eastern section of the route to Wilhelmstrasse, the partial route prices were redefined, the total price remained at 30 pfennigs. Children and cadets each paid 10 pfennigs. In the timetable of May 3, 1894, there were, in addition to the continuous journeys, several shuttle journeys from the cadet institute to both stations. In some cases, the trips were coordinated in such a way that there was a connection to the cadet institute. On the section between the Kadettenanstalt and Potsdamer Bahnhof, there was an almost 20-minute cycle during the day. This operational management remained in place for several timetable periods.

There were major changes with the extensions in 1895. The timetable provided for a 20-minute cycle on all lines. A fare of 25 pfennigs was charged for a trip from the Anhalter Bahnhof to the Steglitz train station, the journey between Steglitz and Südende cost ten pfennigs. On August 1, 1895, the fare for the journey from the Anhalter Bahnhof to the Potsdamer Bahnhof and to Steglitz was reduced to 20 pfennigs and the tariffs for partial routes were redefined. In some cases, the journeys entitle you to change trains at the Wiesenbaude, as the Lichterfelde - Steglitz line via Chaussee ended there. Schoolchildren also paid ten pfennigs on the longest routes. The separate tariff for cadets was omitted at the same time. The lines were marked with different colored signal boards to distinguish them.

In order to compensate for the loss of income that resulted from the loss of the subsidy granted by the Hauptkadettenanstalt, the timetable was changed again on January 1, 1896. The Chausseestrasse line was extended to Anhalter Bahnhof and the old line was shortened to the Potsdamer Bahnhof - Wiesenbaude section. Thus, one car circulation could be saved. After numerous protests from the population, the ESGL extended the line from December 1, 1896 to the intersection of Wilhelmstrasse and Berliner Strasse in order to improve the connection to the town hall and the grammar school. From 1898 the line ran again between the two Lichterfeld train stations. At about the same time, the ESGL expanded the number of ten-pfennig sections by shortening them. For some late trips, it sometimes charged twice the fare, and season ticket drivers had to pay a surcharge equal to the single fare. In the business year 1897/98, the railway issued workers' weekly cards for the first time. The monthly tickets cost 3.00 depending on the length of the valid section; 4.50 or 6.00 marks, the monthly ticket cost 8.00 marks for the entire network and 3.00 marks for schoolchildren. An annual ticket for the entire network came to 60.00 marks. Transfer tickets were issued for the first time in the following financial year.

As a result of the comparatively sparse settlement due to the villa development , the railway had unsatisfactory results. There was therefore no compression of the 20-minute cycle at the time of the ESGL.

No information is available about the timetable and tariff regulations for the period after 1906.

Memorial sites

Information board for the world's first electrically operated tram in Groß-Lichterfelde
Tram monument in Lichterfelde

To mark the 100th anniversary of commissioning, a monument in the form of a historic bus stop was erected on December 13, 1983 at the intersection of Königsberger Strasse at the corner of Morgensternstrasse and Jungfernstieg. For the 125th anniversary, the monument was renovated by the BVG and supplemented by a section of track.

At the Lichterfelde Ost train station there is an information board in the platform tunnel for the electric tram Lichterfelde-Kadettenanstalt, the creation and installation of which was initiated by the Werner-von-Siemens-Ring Foundation .

Effects

In 1883, with Siemens technology, the Mödling – Hinterbrühl local line near Vienna went into operation as a regional tram . This used a two-pole contact line in copper pipes with a small diameter and a slot on the underside ( slotted pipe contact line) for power supply . Using the same system, the Frankfurt-Offenbacher Trambahn-Gesellschaft opened the first line of an electric tram in commercial local traffic in Germany in 1884 . The Ungererbahn existed in Munich from 1886 to 1895 . It also received the traction current via the running rails.

The first electrically operated tram network in the German Empire came into being in Halle (Saale) in 1890 , after AEG had acquired the Hallesche Straßenbahn-AG and electrified its routes.

Remarks

  1. ↑ from 1884: Groß-Lichterfelde BH, from 1899: Groß-Lichterfelde Ost, from 1925: Lichterfelde Ost
  2. ↑ from 1914: Hindenburgdamm
  3. ↑ from 1899: Groß-Lichterfelde West, from 1925: Lichterfelde West
  4. ^ Section in Lankwitz from 1897: Siemensstrasse
  5. ^ Section in Lichterfelde from 1914: Gélieustraße

literature

  • Werner Siemens: Electric Railway to Lichterfelde . In: Glaser's annals for trade and construction . No. 96, June 15, 1881.
  • Berliner Verkehrsbetriebe (Ed.): 100 years ago: The "Electric" had its world premiere in Berlin . 1981.
  • Joachim Kubig: The world's first electric tram . In: Verkehrsgeschichtliche Blätter . No. 5, 1981.
  • Heinz Jung: 120 years ago: The world's first electric tram in Lichterfelde . In: Rainer Peterburs (ed.): The yearbook for Steglitz. A reading and picture book to collect. Old and new from our district . Press Peterburs, Berlin 2001 ( Online ( Memento from January 11, 2015 in the Internet Archive )).
  • Tristan Micke: Under power to the main cadet institute. 125 years ago: the world's first electric tram in Groß-Lichterfelde . In: Verkehrsgeschichtliche Blätter . Issue 3, 2006.

Web links

Individual evidence

  1. ^ Winkler: Siemens and the transport system 1847-1922 . In: Verkehrstechnik . Issue 2, January 12, 1923, p. 12 .
  2. ↑ Brief general historical outline. In: Mödlinger Stadtverkehrmuseum. Peter Standenat, accessed on June 2, 2020 .
  3. ↑ a b c d e f g Joachim Kubig: The first electric tram in the world . In: Verkehrsgeschichtliche Blätter . Volume 5, 1981, pp. 102-105 .
  4. ↑ a b c Tristan Micke: Under power to the main cadet institute. 125 years ago: the world's first electric tram in Groß-Lichterfelde . In: Verkehrsgeschichtliche Blätter . Volume 3, 2006, pp. 57-60 .
  5. ↑ a b c F. Rothbarth: The end of the narrow-gauge railway between Steglitz and Lichterfelde . In: The ride . 1930, p. 143–146 ( digitized version [PDF; accessed December 11, 2016]).
  6. ↑ a b c d Michael Kochems: Trams and light rail vehicles in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 146-150 .
  7. ↑ a b c Michael Günther: 1881 as "electrified" - and 125 years afterwards. Search for clues between the S-Bahn and regional train station Lichterfelde Ost and the Federal Archives . In: Verkehrsgeschichtliche Blätter . Volume 3, 2006, pp. 71-74 .
  8. ↑ Reinhard Schulz: Von der Rolle ... On the history of the overhead contact line and power collection systems on Berlin trams . In: Verkehrsgeschichtliche Blätter . Issue 1, 2003, pp. 1-13 .
  9. ↑ a b c Werner Siemens: Electric Railway to Lichterfelde . In: Glaser's annals for trade and construction . No. 96, June 15, 1881, col. 495-508 .
  10. ↑ Miscellaneous . In: Teltower Kreisblatt . May 18, 1881.
  11. ↑ Miscellaneous . In: Teltower Kreisblatt . May 25, 1881.
  12. ↑ a b Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 150-154 .
  13. ↑ a b c d e f g h i j k l m n Heinz Jung, Wolfgang Kramer: 100 years of the electric tram. Electric trams Gr.-Lichterfelde 1881–1906 . In: Berliner Verkehrsblätter . Issue 4–5, 1981, pp. 67-82 .
  14. ^ News from the district and the province . In: Teltower Kreisblatt . October 29, 1892.
  15. ↑ Jens Dudczak, Uwe Dudczak: Teltower orbits. In: www.berliner-bahnen.de. Retrieved November 12, 2016 .
  16. ↑ a b c Michael Kochems: trams and light rail in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 153-157 .
  17. ↑ a b c collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 159-163 .
  18. ↑ Heinz Jung: Line numbers of the Berlin tram and its forerunners . In: Berliner Verkehrsblätter . Issue 12, 1959, pp. 60-62 .
  19. ^ A b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 62nd episode . In: Berliner Verkehrsblätter . Issue 7, 1969, pp. 128-129 .
  20. ^ A b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 63rd episode . In: Berliner Verkehrsblätter . Issue 8, 1969, p. 151-152 .
  21. ^ A b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 65th episode . In: Berliner Verkehrsblätter . Issue 10, 1969, pp. 187-188 .
  22. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902-1945. 32nd episode . In: Berliner Verkehrsblätter . Issue 11, 1966, pp. 165-166 .
  23. ^ A b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 28th episode . In: Berliner Verkehrsblätter . Volume 6, 1966, pp. 86 .
  24. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902-1945. 60th episode . In: Berliner Verkehrsblätter . Volume 5, 1969, pp. 85-88 .
  25. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902-1945. 24th episode . In: Berliner Verkehrsblätter . Volume 2, 1966, pp. 26-27 .
  26. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902-1945. 36th episode . In: Berliner Verkehrsblätter . Volume 4, 1967, p. 59-60 .
  27. ^ Siegfried Münzinger: Conversion of the Berlin narrow-gauge lines to standard gauge . In: Berlin traffic amateur . Volume 3, 1954, pp. 2 .
  28. ↑ a b Heinz Jung: 50 years ago: discontinuation of the meter gauge lines . In: Berliner Verkehrsblätter . Volume 2, 1980, pp. 29-31 .
  29. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902-1945. 48th episode . In: Berliner Verkehrsblätter . Volume 4, 1968, pp. 64 .
  30. ^ Siegfried Münzinger: Conversion of the Berlin narrow-gauge lines to standard gauge . In: Berlin traffic amateur . Volume 4, 1954, pp. 2 .
  31. ↑ E. Triefus: For the 50th anniversary of the electrical pathways . In: Verkehrstechnik . Issue 22, May 31, 1929, pp. 356 .
  32. ^ A b Heinz Jung: 120 years ago: The world's first electric tram in Lichterfelde . In: Rainer Peterburs (ed.): The yearbook for Steglitz. A reading and picture book to collect. Old and new from our district . Press Peterburs, Berlin 2001 ( Online ( Memento from January 11, 2015 in the Internet Archive )). 120 years ago: The world's first electric tram in Lichterfelde ( Memento from January 11, 2015 in the Internet Archive )
  33. ↑ Michael Kochems: trams and light rail in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 172-229 .
  34. ^ Karl-Heinz Schreck: The tram of the community Heiligensee . In: Berliner Verkehrsblätter . Volume 6, 1988, pp. 123-135 .
  35. ^ Siegfried Münzinger: The depots of the Berlin trams . In: Berliner Verkehrsblätter . Issue 8, 1969, p. 141-147 .